FWIW, I believe Volkswagen had a similar set-up in some of the old Beetles. It shifted like a stick shift but had no clutch pedal...

i also think so, we had an auto stick bug before, but this galant still had a clutch pedal and well, a clutch... haha

i'm thinking how do you use this thing as i never driven one, let alone ever seen one, like do you use the clutch only in first gear when going from a stand still then no more clutching when its running or do you use it the same way a real manual and clutch every shift?, OLD COLT WHERE ART THOU?... hahaha

The alternative NSU finally chose was the three-speed Saxomat, a semi-automatic transmission made by Fitchel & Sachs, also used by Porsche under the name Sportmatic. The Saxomat was essentially a standard three-speed synchromesh gearbox (with an overdrive top gear) with both a dry-plate clutch and a torque converter, sharing the engine's oil supply. The clutch was operated by a vacuum servo, controlled by a switch in the top of the shift lever; simply touching the gearshift knob would disengage the clutch. The Saxomat's torque converter offered two major advantages for the Ro 80. First, there was no direct mechanical connection between the engine and the gearbox (the gearbox input shaft was driven by the converter turbine), largely eliminating the overrun snatch. Second, the converter provided additional torque multiplication at lower speeds (2.3:1 at stall), helping to compensate for the Wankel's mediocre low-end torque, as well as reducing the need to shift in gentle driving. (A fully automatic transmission was apparently ruled out because it would have sapped too much engine power.)

The alternative NSU finally chose was the three-speed Saxomat, a semi-automatic transmission made by Fitchel & Sachs, also used by Porsche under the name Sportmatic. The Saxomat was essentially a standard three-speed synchromesh gearbox (with an overdrive top gear) with both a dry-plate clutch and a torque converter, sharing the engine's oil supply. The clutch was operated by a vacuum servo, controlled by a switch in the top of the shift lever; simply touching the gearshift knob would disengage the clutch. The Saxomat's torque converter offered two major advantages for the Ro 80. First, there was no direct mechanical connection between the engine and the gearbox (the gearbox input shaft was driven by the converter turbine), largely eliminating the overrun snatch. Second, the converter provided additional torque multiplication at lower speeds (2.3:1 at stall), helping to compensate for the Wankel's mediocre low-end torque, as well as reducing the need to shift in gentle driving. (A fully automatic transmission was apparently ruled out because it would have sapped too much engine power.)